Train-stopping apparatus.



D. H. SCHWEYER.

TRAIN STOPPING APPARATUS.

APPLICATION FILEQ FEB. 9. 1915. 1 79,454. Patented Sept. 17, 1918.

4 $HEETSSHEET l- 3 m D. fifrberi' 305a w yen I n. H. S CHWEYERQ TRAINSTOPPING APPARATUS.

APPLICATION FILED FEB. 9,1915

1,279,454. Patented Sept. 17119118.

4 SHEETS-SHEET 2.

llfierberi' Sckwqyer',

D. H. SCHWEYER.

TRAIN STOPPING APPARATUS. APPLICATION FILED FEB. 9, l9|5 Patented Sept.17,1918.

4 SHEETS-SHEET 3 D; H. SCHWEYER.

TRAIN STOPPING APPARATUS. APPLICATION FILED FEB. 9. 1915.

Patented Sept. 17, 1918.

4 SHEETSSHEE1 4.

D. l/erfieri 50k wgyer,

DANIEL HERBERT SCHWEYER, OF EASTON, PENNSYLVANIA.

TRAIN-STOPPING APPARATUS.

Specification of Letters Patent. Patented Sept. 17, 1918,

Application filed February 9, 1915. Serial No. 7,074.

To all whom it may concern: I

Be it known that I, DANIEL HERBERT SCHWEYER, a citizen of the UnitedStates of America, residing at Easto'n, in the county of Northampton andState of Penn sylvania, have invented new and useful Improvements inTrain-Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in train stopping apparatus andhas particular application to electrically controlled train stoppingmechanism.

In carrying out the present invention, it is my purpose to provide trainstopping apparatus-whereby a service application of the brakes will beeffected, communication between the main air reservoir and the trainwill be cut off and the-brakes applied in the event of defect in thestopping mechanism.

With the above and other objects iiiview, the invention consists in theconstruction, combination and arrangement of parts hereinafter set forthin and falling within the scope of the claims. I

In the accompanying drawings;

Figure 1 is a diagrammatic view of the electric circuits employed in myapparatus showing the electroresponsive devices in the positions theyoccupy when the adjacent road signal is in clear position.

Fig. 2 is a diagrammatic view of the electrically controlled fluidoperated mechanism controlling the brakes and the power supply of thetrain, parts being shown in section.

Fig. 3 is an enlarged vertical-sectional view through the speedcontrolled governor and valve controlled thereby.

Fig. 4 is an enlarged sectional view through the valve controlling thepropelling power of the motor car and the electroresponsive device foractuating such valve.

Fig. 5 is a diagrammatic view of a detail of the invention.

Fig. 6 is a detail view of the triple valve.

Referring now to the drawings in detail, 1 designates a horizontalcylinder mounted upon an appropriate support carried by the motor car,while 2 indicates a. piston capable of sliding movement within thecylinder and provided with a piston rod 3 extending outwardly of one endof the'cylinder' 1. Disposed adjacent to the outer end of the piston rod3 is a'cylinder 4 of a diameter less than that of the cylinder 1 andslidably mounted within the cylinder 4 is a piston.

5 having the piston rod thereof projecting outwardly through one end ofthe cylinder 4 and connected to the piston rod 3 of the piston 2 in thecylinder 1. Located at the opposite end of the cylinder 1 and spacedapart therefrom a suitable distance is a cylinder 6 of a length equal toapproximately one-half the length of the cylinder 1 and of a diameterequal to that of the cylinder 1 and slidably mounted within the cylinder6 is a piston 7 provided with a piston rod 8 extending outwardly throughone end wall of the cylinder 6 toward the adjacent end of thecylinder 1. Formed on the outer end of the piston rod 8 and projectingoutwardly therefrom coaxial therewith is a sleeve 9 embracing theadjacent end portion of a rod 10 connected to the piston 2 within thecylinder 1 and extending out through the end wall of said last-namedcylinder opposite from the piston rod 3. Mounted upon the cylinders 1and 6 'are valves 11 and 12 respectively, each comprising a verticalcasing 13 uprising from the particular cylinder and formed adjacent tothe upper end thereof with a cavity 14 and adjacent to the lower endthereof with a cavity 15 communicating with the cavity 14 by. way of-avertical passage 16. The

upper and lower ends of thepassage 16 are formed to provide valve seats17 and .18 and passed through the passage 16 and capable of verticalsliding movement therein is a stem 19 having the lower end thereofdisposed within the cavity 15 and the 11 per end projecting through thetop wall 0 the cavity14. Secured upon the stem 19 adjacent to the lowerend thereof is a valve disk 20 adapted to engage the seat 18 when thestem is in its uppermost position, while secured to the stem within thecavity 14 is a valve disk 21 adapted to engage the seat 17 when the stemis in its lowermostposition, the valve disk 20 being disengaged from itsseat when the disk 21 is brought into engagement with the seat 17 andvice versa.

In the present instance, an expansion spring having one end opening intothe particular cylinder adjacent to one end of the latter and theopposite end in communication with the passage 16. The cavity 14 of eachvalve, is formed with an exhaust port 24 establishing communicationbetween such cavity and the atmosphere. 25 designates a fluid conductingpipe having one end connected to the main air reservoir of the air brakesys tem of the motor car or train and the opposite extremity openingintoone end of the cylinder 4. Leading fromthe pipe 2 5 1s a a branch pipe26 opening into the cavity 15 in the casing 13 of the valve 11 andconnected with the branch pipe 26'is a second branch pipe 27 openinginto the cavity 15 in the casingi of the valve 12. I

he valves 11 and 12 areunder the control of electroresponsive devices 28and 29 respectively and, in the present instance, each electroresponsivedevice comprisesan electromagnet 30 disposed upon the upper end of thevalve casin 13 concentrically of the upper extremity o the stem'19, andan arm-- ature 31 secured to the upper extremity of the stem anddisposed within the influence of the poleof the electromagnet. Undernormal conditions, the device 28 1s energized and the device 29deenergized. When the electromagnet 30 controlling the valve 13' isenergized the stem 19 is depressed against the action of the spring 22thereby disengaging the valve disk 20 from the seat 18 and engaging thedisk 21 with the seat 17. In this movement (if the valve diskscommunication between the fluid end of the cylinder .1 and theatmosphere by way of the passage 23, passage-16, cavity 14 and exhaustport 24 is cut off and communication between the supply pipe 25 and thefluid end of the cylinder 1 established by way of the branch pipe 26,cavity 15 and passages 16 and 23. As the air enters the cylinder 1 thepiston 2 therein is moved toward'the opposite end of the cylinder,thereby moving the piston 5 in. the cylinder 4 against theaction' of theair and drawing the rod 10 to the right, the outer end of the rod 10moving freely within the sleeve'9. On the other hand, when thelectromagnet 30 controlling the valve 12 is energizedthe stem 19 isloweredgthereby disengaging the disk 20 from the seat 18 and engagingthe disk 21 with the seat 17, whereby communication between the fluidend of the cylinder 7 and the atmosphere, by way of the passages 23 and16 and the cavity 14 and exhaust port 24 therein, is cut oil, andcommunication between the supply pipe 25 and the fluid end of thecylinder 6 estab lished by way of the branch pipes 26 and 27, the cavity15 and the passages 16 and 23. As the fluid enters the cylinder 6, thepiston 7 therein is moved to the right toward the opposite end ofthecylinder, thereby sliding the rod 10 to the right throughthe mediumof the rod 8 and sleeve 9. In the movement of the rod 10 under theaction of the piston 7, the pistons 2 and 5 also slide within the valvestem to normal position, thereby establishing communication between thefluid end-of the cylinder and-i the atmosphere and lpermitting thepiston to be re-" stored to normal position under the action of therestoring device formed by the cylinder 4 and piston 5.

32 designates aduplex valve comprisinga casing 33 having two boresformed therein and lying parallel with each other and rotatably mountedwithin one of the bores is a plug 34 formed with a transverse passage 35and a port 36 arranged at an angle to the passage 35 and opening intothe latter onto the periphery of the plug, while rotatable in theremaining bore is a plug 37 formed with a diametrical passage 38adapted, when in one position, to establish communication between ports39, 40 formed in the wall of the particular bore and, when in anotherposition to cut ofl' communication between such ports. 41 indicates thetrain line air pipe or brake pipe of a car or train and connected withthe train line air pipe 41 isa branch pipe 42 having the remaining end.

thereof connected with the port 39 in the valve casing 33, the port 40in the valve casing opening into the atmosphere. The passage 35 in thevalve plug 34 is adapted to register with ports 44 and 45 in oneposition of the plug, while one end of the passage 35 and the port 36are designed to register with the port 43. and the port 44 in anotherposition of the plug and when the plug is actuated to still anotherposition the passage 35 and port 36 are out of registration -with therespective ports. .Tapped 'onto the-"diametrical passage 38 in the plug37 is in position to establish communication between the-ports 39 and40, the plug 34 is in the ne'utral or inactive position so thatcommunication between the passage and the port in theplug and the portsin the casing is cut off, while when'the plug 34 is in one or theotherof its open-positions, the plug 37 is in and connected to the upperend of the stem 19 within the cylinder 49 is a piston 50, whileencircling that portion of the valve 'stem within the cylinder 49. is anexpansion spring 51 having one end in engagement with the under surfaceof the -piston and the opposite end abutting the bottom wall of the,cylinder. Tapped into the upper end of the cylinder 49 is the pipe 47.Leading from the train pipe 41 is a branch pipe 52 having the free endthereof opening into the cavity 14 in the casing of the valve 48 andconnect ed with the passage 23 in the casing of the valve 48, b way of apipe53, is one port of a triple va vs 54,- the cavity 15 in the casing13 of the valve 48 opening into the atmos phere by way of a port 55. Asecond port of the triple valve 54 is connected with an auxiliary airreservoir 56, while from one of the remaining ports of the triple valve54leads a branch pipe 57 connected with the branch pipe 52 and from theremaining-port leads a pipe 58. 59 designates a speed controlled valvecomprising a substantially rectangw lar casing 60 having a valve seat 61formed therein approximately centrally thereof and dividing the easinginto upper and lower chambers. Mounted upon the casing 60 of the speedcontrolled valve 59 is a supporting frame 62 and projecting upwardlyfromthe supporting frame 62 are supportlng arms 63, 63 spaced apart andpivoted to the arms 63, 63 are levers 64, 64 respectively extending inopposite directions and having the outer ends thereof equipped withweights .65 and the inner ends working within an annular groove 66formed in a collar 67 fast upon the upper end of a stem 68 extendingdownwardly through the frame 62 and the top wall of the casing 60 intothe bottom chamber of the casing. The lower end of the stem 68 isprovided with a valve disk 69 movable into and out of engagement withthe seat 61 and normally held inengagement with such seat by means of aspring 70 encircling the stem 68 and holding the latter in elevatedposition. In the present instance, the stem '68 is formed of axiallyalining sections and the upper section is'con-- a bevel pinion 71meshing with a similar pinion 72 fixed upon one end of a shaft 73journaled in the supporting frame 62, while secured to the remaining endof the shaft 73 is a bevel pinion 74 meshing with a like pinion 75fastened to the upper end of a vertical shaft 76, the latter havingdriving connections 77 with one of the axles of they motor car. 78designates a valve identical in com struction to the valves 11, 12 and48. This valve 78. is inverted with respect to the valve 48 and securedto the lower end of the casing of the valve 78 is a cylinder 79 intowhich the lower end of the stem 19 projects and fixed to the end of thestem 19' within the cylinder 79 is a piston 80, while encircling thatportion of the stem 19 within the cylinder is a coiled expansion spring81 having one end in engagement with the upper sur face of the pistonand the opposite extremity abutting the top wall of the cylinder 79. Thelower end portion of the cylinder is in open communication with theupper chamber in the valve casing 60 by way of a pipe 82, while thecavity 15 in the casing-.of the valve 78 is in open communication withthe supply pipe 25 by way of a branch pipe 83 tapped onto the branchpipe 46. 84 designates a cylinder in which is slidably mounted a piston85 and one end of the cylinder 84 is in open communication with thepas-- sage 23 in the casing of the valve 78 by way of a pipe 86. 'Theengineers brake valve 87 has one port thereof connected with the supplypipe 25 as usual and located in the connection between the engineersbrake valve and the supply pipe 25 is a valve 88' normally held in openposition and capable of movement to closed position and having the stemthereof connected with the piston 85 in the cylinder 84, an expansionspring 89 encircling that portion of the stem of the valve 88 within thecylinder 84 and having one end in engagement with the adjacent face ofthe piston 85- and the opposite end abutting the casing of the valve,such spring acting to hold the valve normally open. The cavity 14 in thecasing of the valve 7 8 opens into the atmosphere by way of an exhaustport 90.

The governor composed of the levers 64,

the governor be setto open the valve when the train was running aboveten miles an hour the weights 65 will fly outwardly under the action ofcentrifugal force, thereby swinging the levers 64 about their pivotalconnections with the arms 63 with the effect to depress the stem 68 anddisengage the valve disk 69 from the seat 61 whereby communicationbetween the upper and lower chambers in the casing 60 is established.When the valve plug 34 is rotated to bring the passage 35 intoregistration with the ports 1 44 and 45, communication is establishedbetween the supply pipe and the upper end of the'cylinder 49 by wayofthe branch pipe 46, passage in the plug 34 and pipe 47. As the airenters the upper end of the cylinder 49 the piston 50 therein is moveddownwardly against the actionof the spring 51, thereby moving the valvedisk 20' of the valve 48 out of engagement with the seat 18 and engagingthe valve -disk 21with the seat 17 In this position of the disks of thevalve 48 communication between the train line air pipe 41 and-the triplevalve 54 vby Way of the branch pipe 52, cavity 14, passages 16 and 234and pipe 53 is cut off and communication between the triple valve andthe atmosphere established by way of the pipe 53, passages 23 and 16,cavity-15- in the casing of the valve 48 and exhaust port 55 in saidcavity. As the particular port of the triple valve empties 1nto theatmosphere the valve is actuated under the action of the air in theauxiliary reser-. voir 56 to establish communication between the pipes57 and 58 whereby the air from the train line passes into the lowerchamber of the casing of the valve 59 and, should the 'valve 69be out ofengagement with the seat 61, incident to thetrain traveling above thepredetermined speed, the air from the train line pipe will pass throughthe casing 60, pipe 82 and into the lower end of the cylinder 79,thereby elevating the piston 80 to move the disk 21 of the valve 78 intoengagement with the seat 17' and disengage the valve disk 20' from theseat 18. In this operation of the valve 78, communication is establishedbetween the cylinder 84 and the supply pipe 25 by way of the branch pipe83, cavity 15 in the casing of the valve 7 8,. passages 16 and 23, andpipe 86, so that the piston 85 is actuated within the cylinder 84against the action of the spring 89 to close the valve 88 and so cut oficommunication between the main air reservoir and the" mo'sphere, therebybringing about a service application of the brakes. When the speed ofthe train drops below the prescribed limit determined by the tension ofthe spring 68 and the weighted arms 64, the valve 59 moves intoengagement with its seat, thereby cutting off communication between thebrake pipe and the atmosphere and releasing the brakes. I I I On theother hahdfshould the train be traveling below the predetermined speed,the valve disk 69 will remain in engagement with the seat 61 and sopreventthereduction of pressure in the train line air pipe.

When the plug 34 is rotated, to bring the port 36 into registration withthe port 45 and the passage 23. The atmospheric port of the triple valveis now laced in communication with" the train line air pipe by way ofthe loranch pipe 52, cavity 14 in the casing ofthe valve 48, passages16' and 23 and pipe 53 and as the pressure above the equalizlng pistonin triple valve 54 is greater than the pressure in the pipe 57 belowsuch piston, the parts of the triple valve are restored to normalposition, thereby cutting ofl communication between the train line airpipe and the valve 59. As the pressure is released from. the cylinder79, the spring 81 restores the valve 78 to normal position, therebycutting ofi communication between the supply pipe 25 and the cylinder 84and placing thefrear end of the cylinder 84 in communication with theatmosphere by way of the pipe 86, passages 23 and 16 in the casing ofthevalve 78,-cavity 1'4 and exhaust pprt 90. As the pressure is releasedfrom t e cylinder 84;the spring 89 reacts to open the valve 88 andreestablish communication between the supply pipe 25 and the engineersbrake valve.

To efi'ect'an emergency application of the I brakes, the valveplugs 34and 37 are oper;

ated to carry the passage and port-in the plug 34 out of registrationwith the respective ports in the casing and to bring the passage 38 inthe plug 37 into registration with the ports 39 and 40. When the plug 37is in this position the train line 41 bleeds directly into theatmosphere. Depending from the, interconnected stems of the plugs 34"and 38 is an operating lever 92 connected through the medium of a link93 with one end of a lever 94 fulcrumed between its ends as at 95 andhaving the remaining end thereof connected through the medium of a pinand slot connection 96 with the rod 10.

When the magnet 28 controlling the valve 11 is'energized, the cylinder 1is in communication with the supply pipe 25 as previously'describe'd andthe piston 2 slid within the cylinder 1. In the movement of the piston 2under the action of the incoming air, the rod 10 swings the lever 94with the effect to rotate the plug 34 to bring the port 36 intoregistration with the port 45 and the passage 35 into alinement with theport 43. On the contrary, when the magnet controlling the valve 11 isdeenergized and the magnet controlling the valve 12 energized the piston7 in 'the cylinder 6 is moved through a distanceequal to-ione-half ofthe path of movement of the piston 2 andin the movement of the piston 7the rod 10 is actuated to swing the lever 94 about its pivot 95and-rotate the plug134 to bring the passage into registration with theports 44 and 45, thereby placing the pipe in communication with the pipe47 to efi'ect a service application of the brakes, as previouslydescribed, in the event of the train running above a predetermined speedwhen the valve 12 is soactuated. When the magnets controlling'bothvalves 11 and 12 are deenergized, the air is exhausted from bothcylinders 1 and 6 as hereinbefore described and the restoring devicecomposed of the cylinder 4 and piston 5 slides'the pistons 2 and 7toward the fluid ends of' the respective cylinders. In this movement ofthe piston 2 the lever 94 is swung in the reverse direction and thevalve plug 34 actuated to move the passage and port therein out ofregistration with the respective ports in the casing, while the plug 37is rotated 'to bring the passage 38 into registration with the ports 39and 40, thereby bringing about an emergency application of the brakes.

In the present embodiment of my invention, I have shown the apparatus asin stalled in a steam driven locomotive and in order that the propellingpower of the locomotive may be cut oil automaticallympon anemergencyapplication of the brakes,' a

valve 97 of some suitable construction; is H located in the steam main98 leading from the steam space of the boiler to the drive cylinders'ofthe engine. This valve 97 is capable of sliding movement to open andclosed positions and is normally in open position and provided with astem ,99 having the outer end thereof equipped with a head 100 disposedwithinan elongated recess 101 formed in a block 102 fast upon one endofa rod 103, the remaining end ofthe rod 103 being appropriately connectedwith the rod 10. The head 100 and the recess 101 in the block 102 'forma loose connection between the rod 103 and the stem ofvthe'valve 97 S01that the valve 97 will remain uninfluenced to service and releasepositions. When, however, the rod 10is operated to emergency position apull is exerted upon the rod 103 and the stern of the valve 97 andthelatter moved to closed position.

If desired, the valve 97 may also be speed controlled so that the samewill be'actuated to cut down the flow of steam to the drive cylinders ofthe engine when the latter runs by a caution signal above thepredetermined speed. In the present instance, this speed controlledmechanism comprises an electric generator 104 and the solenoid 105'having the terminals thereof connected with therespective sides of thegenerator'through the medium of conductors 106. Movable into and out ofthe solenoid 105 is a core 107 encircling a rod 108 passed through thesolenoid and having one end thereof pivotally connected with a lever 109pivoted for swinging movement between its ends as} at 110 and having theremaining 'end thereof connected through a pin and slot connect on oneof the axles of the locomotive andwhen the latter exceeds a prescribedspeed determined by the adjustment of the spring 114, the currentdeveloped by the generator is sufiicient to energize the solenoid 105 sothat the latter may draw the armature 107 there,

into against the action of the. spring 114,

- thereby swinging the lever 109 and actuatmg the valve 97 to cut downthe flow of.

steam from the boiler to the drive cylinders of the engine. Located inone of the con ductors 106 is a switch 115 whereby the circuit may benormally broken and closed un-- der caution conditions.

Located upon one side of the lines of rails of the trackway and spacedapart longitu dlnally thereof and disposed adjacent to the respectivesignals are contact rails 116 each connected by way of a wire 117 and aswitch 118 with the adjacent line of'rails of the trackway, whiledisposed at the opposite side of the lines of rails and spaced apartlongitudinally thereof and arranged adjacent to the signals respectivelyare contact rails 119, eachconnected by way of a wire 120 and a switch121 with the adjacent line of rails. The contact rails 119 arepreferably spaced apart longitudinally from the contactrails 16respectively so that such contact rails will alternate.

Located upon one side of the locomotive and cooperating with the ramprail or contact rail 116 is a controlling switchj122 pomprising avertical stem 123 mounted within a bearing 124 and capable of verticalslid ing movement. Secured to the lower end of the stem 123 is a shoe125 adapted to ride upon the ramp rail 116 and as the shoe rides overthe upper surface of the ramp rail the stem 123 iselevated, while whenthe shoe is relieved of the influence of the rail, such shoe and stemare lowered. Disposed adjacent to the stem 123 and spaced apartvertically are contacts 126, 127 and 128. Fastto the stem 123 and spacedapart vertically thereon are contacts 129, 130 adapted to engage thecontacts 126 and 127 respectively when the stem is in lowered position,and fastened to the stem above the contact 130 is a contact 131' adaptedto engage the contact 128 when the stem is in elevated position and-thecontacts 129, 130

, out of engagement with the contacts 126,

127. In the present instance, an expansion spring 132surrounds the stem123 and has one end thereof bearing against thecontact 130 and the,opposite end abutting the bearing 124, such spring acting to hold the119 and as the shoe rides over the ramp rail rail 119.

the stem is elevated, whilewhenthe shoe leaves the ramp rail the stemand shoe'are lowered. Disposed adjacent to the stem 135 is a contact 139and secured to the stem above the contact 139 is a contact 138 engagingthe contact 139 when the. stem is in lowered position. Secured to thestem 135 below the contact 138 is a contact 139 designed to engage thecontact 139 when the stein is elevated under the action of the shoe 136and ramp rail 119. A spring 140 acts to restore the stem and shoe tolowered position succeeeding the movement of the 'shoe off of the ramprail. In this form of my invention, the controlling switch 134 comprisesa stem 141 mounted within a bearing and capable of sliding movementtherein and having'the lower end thereof equipped with a shoe 142adapted to engage the ramp As the shoe 142 rides over the ramp-rail 119the stem 141 is elevated while when the shoe leavesthe ramp rail thestem and shoe are lowered. Disposed-adjacent to the stem 141 isa'contact 143 adapted to be engaged by a contact 144 on the stem 141 iwhen the stem is in lowered position, while disposed adjacent to thestem 141 above the contact 143 are contacts 145 spaced apart garage-eabout the stem and secured to the stem above the contacts 145 is acontact 146 adapted to bridge the contacts 145 when the stem is inlowered position. 147, designates a spring surrounding the stem 141 andacting upon the latter to hold the same in lowered position and restorethe same to such position when the shoe leaves the ramp rail.

Disposed Within, the locomotive in some convenient location is a baseboard 148 and suitably secured to the base board 148 are verticallydisposed electromagnets 149, 150

gagement with a contact 159, while fastened to the end of the armatureof the magnet 149 and insulated therefrom and disposedin the same planeas the armature is a strip 160 and secured to the upper and lowersurfaces of the strip 160 are bridging plates 161, 162- respectively.The bridging'plate 161 is'adapted to bridge contacts 163, While theplate 162 is designed to bridge the contacts 164. Secured to the uppersurface of the armature of the magnet 151 adjacent to the end of sucharmature remote from the pivot point thereof is a contact 165 adapted toengage a contact 166 and secured to such end of the armature andinsulated therefrom is a strip 167 disposed in the same plane as thearmature. and having the under surface thereof equipped with a bridgingstrip 168 adapted to engage contacts 169. When the magnets 149, 150 and151 are energized the respective armatures are held in elevated positionagainst the pole faces of the magnets and the contact 154 on thearmature of the magnet 150 engages the contact 156, while the contacts158. and 165 on the upper surfaces of the armatures of the magnets 149,151 respectively engage the respective contacts 159 and 1'66. In theelevated position of the armature of the magnet 149 the bridging plate161 bridges the contacts 163. On the other hand, when said magnets aredeenergized the armature 152 of the magnet 150 drops and the contact 155engages the contact 157,

' and the armatures of the magnets 149 and 151 respectively drop so thatthe bridging plate 162 connected to the armature of the magnet 1.49bridges the contacts 164, while the bridging strip 168 connected to thearmature of the magnet 151 brid es the contacts 169. Mounted upon thease board 148 and appropriately fastenedthereto are caution, clear anddanger signal lamps 170, 171, 172 colored green, white and redrespectively, while secured to the baseboard" is a manually operableswitch 173 compris- 17 5 for swinging movement and adapted to be movedinto engagement with a contact 176 and normally engaging a contact 177.under the action of a spring 178, the blade being operable .manually todisengage the contact 177 and engage the contact .176 against the actionof the spring 178, the latter acting to restore the blade to engagementwith the contact 177 when the pressure onntheblade is released.

In the present instanc the' stem-123 of the controlling switch 122 'is.formed of upper sections carrying the contacts 130, 131 respectively anda lower section carrying the contact 129 and the meeting ends of thesesections are suitably fastened to each other and insulated fromcachother. Likewise, the-stem 141 of the switch 134 is formed of twosections insulated one from the other and the upper section carries thecontact 146 while the lower section carries the contact 14 1. I

Suitably located upon the locomotive or motor car is a source ofelectrical energy which, in the present instance, is in the-form of abattery 179. Leading from one side of the battery 179 is a conductor180'termi nally connected with one end of a conductor 181 and theremaining terminal of the conductor 181 is connected to the lowersection of the stem 123 of the switch 122. The contact 129 on the lowersection of the stem 123 is electrically connected with the shoe 125 bymeans of a wire 182. From the contact 126 leads a conductor 183terminally connected to the lower section of the stem 141 of thecontrolling switch 134, while the contact Met on the lower section ofsaid stem is electrically connected with the shoe 1&2 by way of a wire184. From the contact 143 of the switch 13 1'leads a conductor 185terminally connected to the armature 152 of the electromagnet149.Connected to'the contact 159 en aging the contact 158 on the armature ofthe magnet 149 is a conductor186 extend ing through the winding of themagnet 1419 and terminally connected with one end of a return conductor187 terminally connected to the remaining side ofthe battery 179.

.By means of this construction, it will be seen that as long as thestems of the respective switches 122 and 134 are in lowered position acircuit includm the magnet 149 will be closed, thereby maintaining themagnet 1 19 energized and the armature 152 in elevated position, currentflowing from one side ofthe battery 17 9, through the COIldtlfJw tors180, 181, contacts 129 and 126 of the switch 122, conductor 183,contacts 144'- and 1&3 of switch 134, conductor 185, armature 152 ofmagnet 149, conductor 186, and the Winding of, the magnet 14:9 and thenback to the other side of the battery by -way of the ,iieturnconductor187. ing a blade 174 pivoted at one end as at 187 designates a groundmagnet located upon the locomotive and controlling a horizontal armature188 disposed below the magnet and pivoted at one end and having theopposite end thereof provided with a depending contact 189 normallyengaging a contact 190. Aslong as the magnet 187 remains denergized, thecontact 189 engages the contact 190 while when the magnet is energizedthe armature 188 is elevated and the contact 189 disengaged from thecontact 190. v

The clear signaling lamp 171 is connected in parallel with the circuitof the magnet 149 by way of a conductor 191 havingone terminal connectedto the conductor 186 adjacent'to the contact-159 and the remainingterminal connected. to oneside of the lamp .171, and a conductor 192having one side connected to the'remaining terminal of the' lamp 171 andthe other end connected to the contact 190.

as long as the magnet 11-9 is energized and- 187 is denergized the clearsignal lamp '17 1 burns to indicate the condition of the apparatus,current flowing from the conductor 186, through the conductor 191, theclear sig- From the pivot point of the armature 188 leads a conductor193 termi nal lamp 171, the conductor l92, contacts 190 and 189, thearmature lever 188, conductor 193 and conductor 187, back to the otherside of the battery 179,

The magnet 151 is connected in shunt with the magnet 149 through themedium ofa conductor 19-1 having one terminal connected to the conductor186 at one side of the magnet 149 and the remaining end connected to oneterminal of the magnet 151, and a conductor 195 having one end connectedto the remaining terminal of the magnet 151 and the opposite terminal.connected to the conductor 186 at the other side of the magnet 1 19.Thus, as long as the magnet 149 is energized the magnet 151. is likewiseafl'ected and holds the armature 152 elevated and the contacts 165 and166 in engagement with each other, current flowing from the conductor1.86 at one side of the magnet 119, through the conductor 194,the'magnet 151, and the conductor'l fi, back to the conductor 186 at theother side' of the magnet 149. The magnet 151 controls the circuit ofthe magnet'loO and this circuit comprises a conductor 196 having oneterminal connected to the conductor 180 and the remaining end ing oneend connected with the contact 166 and the remaining end connectedttoone terminal of the magnet 150, a conductor 198 having one end connectedto the remaining terminal of the magnet 150 and the opposite endconnected to the contact 138 on the upper section'of the stem 135 of theswitch 133,,and a conductor 199 having one terminal connected to thecontact 137 of the switch 133 and the opposite terminal tapped onto thereturn conductor 187 From this it will be seen that as long as themagnet 151 is energized and the armature 152 thereof held in elevatedposition and the stem of the switch 133- lowered, the circuit of themagnet 150 will be closed and current flow from one side of the battery179, through the conductor 180, conductor 196, armature 152, of magnet151, conductor 197, magnet and the conductor 186 and the remainingterminal connected to one of the contacts 163, a conductor 201 havingone terminal connected to the remaining contact 163 and the other endconnected to one terminal of the electroresponsive device 28, and aconductor 202 having one end. connected to the remaining end of theelectroresponsive device 28 and the opposite-end tapped onto theconductor 192. Thus, the electroresponsive device 28 is normallyenergized and maintained in such condition as long as the magnet 149 isenergized and the bridging strip 161 in engagement with the contacts163, current flowing from the conductor 195, through the conductor 200,contacts 163 and bridging strip 161, conductor 201, electroresponsivedevice 28, conductor 202, a portion ofthe conductor 192, the contacts190 and 189, armature lever 188, and the conductors 193 and 187 to theother side of. the

battery.

The caution signal lamp 170 and the electroresponsive device 29 areconnected in circuit with the battery 179 and in parallel with eachother and are controlled. by the switch composed of the contacts 164 andthe bridging plate 162 under the control of the armature of the magnet149 so that when the magnet 149 is deenergized and thearmature 152thereof lowered the caution signal lamp 170 will be energized and theelectroresponsive device similarly affected. In this instance, one sideof the caution signal lamp 170 is connected by way of a conductor 203-with the conductor 194, while leading from the remaining side of thecaution signal lamp is a conductor 204 terminally connected to one ofthe contacts 164 and from the other contact 164 leads a conductor 205terminally connected to the conductor 197 Tapped onto the conductor 204is a conductor 206 connected to one terminal of the winding of theelectroresponsive device 29 and from the remaining terminal of saidelectroresponsive device leads a conductor 207tapped onto the conductor193. A conductor 208 has one terminal tapped onto the .conductor'180 andthe remaining terminal magnet 149 is in lowered position and thecontacts 164 bridged by the plate 162, current will flow from one sideof the battery 179, through the conductor 180, conductor 208, armatureof magnet 150, contacts 154 and 156, conductors 209 and 205, contacts164 and plate 162, conductor 204, lamp 170, conductor 203, conductor186, and back to 'the battery by way of the return conductor 187.Simultaneously, current flows from the conductor 204, through theconductor 206, electroresponsive device 29, conductor 207, and conductor193 connected to conductor 187. Thus the caution signal lamp isenergized and. the electroresponsive device 29 energized. As the contact156 included in the circuit of the lamp 170 is connected to theconductor 209, a holding circuit for the magnet 150 is established, thecurrent in this holding circuit flowing from one side of the battery179, through the conductors 180 and 208, armature 152, of magnet 150.contacts. 154 and 156, a portion of the conductor 197 Winding of magnet150, conductor 198, contacts 138 and 137 of switch 133, conductor 199,and back to the battery by way of recompanion contact 157 and so closesa circuit through the danger signal lamp 172, current flowing from oneside of the hattery 179, through the conductors 180,, and

cred position the contact engages the 208, armature 152, contacts 155,157, conductor 210, lamp 172, conductor 211, and return conductor 18,7.

In the present instance, a ground wire 212.

has one terminal grounded upon one of the axles and wheels of the motorcar and the remaining terminal connected to the conductor 195 andconnected in the ground conductor is a ground signal lamp 213 andconnected in shunt with the signal lamp 213 by way of conductor 214, 215is the ground magnet 187.

In practice, when the shoe 125 rides over a ramp rail 116 with switch118 open the contact 129 is disengaged from the contact 126, with .theeffect to break the c1rcu1t of the magnet 149 and so energize thecautlon signal lamp 170 and the electroresponsive device 29 anddeenergize the electroresponsive device 28, whereby a serviceapplication of the brakes will be brought about as hereinbeforedescribed. When, however, the switch 118 is closed, the break in thecircuit of the magnet 149 will be bridged and cur- I rent flow from thecontact 129, throughthe wire 182, shoe 125, ramp rail 116, switch 118,track rail and wheels and axle of the motor car, ground conductor 212,ductor 195, through the magnet 149, back to the battery. Thus,themagnet- 149, mag-' net,151 and lamp 171 will be maintained energized,the electroresponsive dev ce 28 held energized and the similar device 29maintained deenergized. On the other hand, should the switch 118 be openthe circuit of the magnet 149 will be broken and the apparatus placed inoperation to effect a service application of the brakes and check thespeed of the car or train.

When the shoes 136 and 142 on the lower-v ends of'the stems of theswitches 133 and 134 respectively ride over a danger ramp rail 119 thecontacts 138 and 144 of the respective switches disengage the contacts137 and 143. As the contact 144 of the switch 134 disengages the contact143 the electrical connection between the conductors 183 and 185 isbroken with the effect to deenergize the magnet 149; but, when theswitch 121 is closed a ground pat-h is established and the magnet 1 49maintained energized, current flowing from the conductor 183; throughthe contact 144; wire 184, shoe 142, ramp rail 119, switch 121,trackrail, wheels and axle of a car, ground conductor 212, conductor 195,conductor 186, magnet 149, and back to the other side of. thebattery.Thus, the

magnet 149, magnet 151, lamp 171 and electroresponsive device 28 are.maintained energized. \Vhen, however, the switch 121 is open, thiscircuit is broken and the magnets 149, 151, lamp 171 andelectroresponsive device 28 deenergized. When the contact 138 of theswitch 133 .disengages the contact 137, the magnet 150 is de'e'nergizedand and con-- deenergized the circuit of the magnet 150 remains openwhen the switch 133 is disengaged from the ramp rail 119.

In order to prevent momentary deenergi- 'zation of the electroresponsivedevice 28 incident to the energization of the ground magnet 187 and theconsequent lifting of the armature 188 when the switches 122 and 134 areactuated by the respective ramp rails and the switches 118 and 121closed, suitable means is provided. In the present instance, a conductor216 has' one terminal connected to the conductor 202 and the oppositeterminal connected to the contact 131 of the switch 122, while leadingfrom the contact contacts 128 and the contact strip 131, and

the conductor 217 to the conductor 187 Tapped onto the conductor 216 isa conductor 218 terminally connected with the shoe 136 of thecontrolling switch 133;

When the shoe 136 of the switch 133 is elevated under the action of theramp rail119, the contact 139 abuts against the contact 137 and soestablishes an auxiliary circuit for the electroresponsive device 28 tomaintain the latter energized when the switches 133 and '134 areactuated by the ramp rail. and the switch 121 in closed position,current flowing from the conductor 202, through*a portion of theconductor 16, the conductor 218, the shoe 136, the contacts 139 and 137,and the conductor 199 to the common return conductorv 187. The-contact139 is preferably insulated from the contact 138 in some suitable manneras, for instance, by forming the stem 135 of two sections carryingrespectively the contacts 138 and 139.

Disposed below the 'armatures 152, of the respective magnets 149, 151and preferably of greater strength than the magnets 149, 151 areelectromagnets 219, connected in parallel in an electric circuitincluding a conductor 220 having one terminal fastened to the contact177 of the switch 173 and the remaining terminal connected to one of thecontacts 169, a conductor 221 having one end nal connected to one of thecontacts 145 of the switch 134 and a conductor 224 having one terminalconnected to the remaining contact 145 and the opposite terminalconnected to the ground wire 212. In the event of grounding of the sideof the battery 179 opposite from that adapted to be connected to theground wire 212, and the consequent denergizing of the magnets 149, 15 0and 151, the magnets 219, will be energized and so pull the armatures152 of the respective magnets 149, 151 downwardly to bring the train toa stop, current flowing from the grounded side of the battery 179,through the ground wire 212, conductor 224, contacts 146 and 145,conductor 223, contacts 130 and 127, conductor 222, switch blade 174,contact 177, conductor 220 and electromagnets 219, bridged contacts 169and conductor 221 to return conductor 187. Thus, the armatures of themagnets 149, 151 will be held in lowered position.

The contact 176 of the switch 173 is connected by way of a conductor 225with the conductor 185 and when the switch blade 17 4 is swung intoengagement with the contact.

contacts 144 and 143, conductor 185, con-- ductor 225, contact 176,blade 174, conductor 222, contacts 127, 130, conductor 223, conductor224, a portion of the conductor 212, conductor 195, conductor 186,magnet 149 and back to the other side of the battery by way of thereturn wire 187. Thus, the magnets 149, 151 and 150 are renergized to restore the apparatus to normal condition and the magnets 219 denergized.

This switch 17 3 is preferably located upon the tender of the locomotiveso that the engineer will be compelled to descend from the locomotive torestore the automatic train stopping apparatus to normal condition suceeding the operation of such apparatus.

For the purpose of economizing in the electrical current consumed by theelectroresponsive devices 28 and 29 when energized some suitable meansis employed. In the present instance, 1 have shown in Fig. 5, theelectroresponsive device 29 as equipped with a current saving device andas both electroresponsive devices 28 and 29 are similarly equipped it isthought that a description of one will suffice for both. In the presentin stance, the conductor 20? is split transversely and one of the endsof the split portion securedto a bracket 226 carrying a contact 227.

Pivoted upon the bracket 226 is a lever 228 having one end formed with adog 229 and 'with and a stationary contact 233. Secured to the valvestem 19 is a lug 234 adapted to be engaged by the dog 229, Dependingfrom the lever 228 adjacent to the dog 229 is a contact 235 designed toengage the contact 227 and to this contact 235 is secured the remainingend of the split portion of the conductor 207. When the device 29 isinitially energized, current flows through the conductor 207 and thebracket 226 and contacts 235 and 227 connected in said conductor.Uponthe energization of the electroresponsive device 29 the valve stemis moved longitudinally as previously described and the contact 232engages the contact 233, thereby closing the shunt circuit andenergizing the magnet 231. As the magnet 231 is energized, such magnetattracts the armature 230 and swings the lever 228 about its pivotalconnection with the bracket226,

thereby breaking the circuit atthe contacts 227 and 235 and moving thedog 229 into engagement with the lug 234 whereby the valve stem will beheld in actuated position under the action of the magnet 231independently of the electroresponsive device 29'.

While 1 have herein shown and described the preferred form of myinvention by way of illustration, 1 wish it to be understood that l[ donot limit or confine myself tothe preclse details of' constructionherein described and delineated, as modification and variation maybemade within the scope of the claims without departing from the spirit ofthe invention.

11 claim:

effecting an emergency application of the brakes and normally heldinactive, means for effecting a service application of the brakes andnormally held inactive, an electroresponsive device controlling saidfirst means, an electroresponsive device controlling said second-namedmeans, a normally closed circuit including said firstdevice, a normallyopen circuit including said second device, and means for opening saidfirst circuit and closing said second circuit under certain conditionswhereby the first device will be denergized and the second deviceenergized. i

1. 1n train stopping apparatus, means r01 7 closed circuit includingsaid first device, a normally open circuit including said second 2. Intrain stopping apparatus, means for for eflecting a service applicationof the brakes'and normally held inactive, an electroresponsive devicecontrolling said first means, an electroresponsive device controllingsaid second-named means, a normally device, and means for opening saidfirst cir-' cuit and maintaining said second circuit open under certainconditions to effect an emergency application of the brakes.

3. In train stopping apparatus, means for effecting an emergencyapplication of the brakes and normally held inactive, means foreffecting a service application of the brakes and normally heldinactive, an electroresponsive device controlling said first means, anelectroresponsive device controlling said second-named-means, a normallyclosed circuit including said first device, a normally open circuitincluding said second device, means for ppening said first circuit andclosing said second circuit under certain conditions whereby the firstdevice will be deenergized and the second device enengized, and meansfor opening said first circuit and maintaining said second circuit openunder certain other conditions to effect an emergency application ofthebrakes.

4. In train stopping apparatus, means for effecting anemergencyapplication of the brakes and normally held inactive, means foreffecting a service application of the brakes and normally heldinactive, an electroresponsive device controlling said first means, anelectroresponsive device control ling said second-named means, anormally closed circuit including said first device, a normally opencircuit including said second device, means for opening said firstcircuit and closing said second circuit under certain conditions wherebythe first device will be deenergized and the second device energized,means for opening said first circuit and maintaining said second circuitopen under certain other conditions to effect an emergency applicationof the brakes, and

signal lamps connected in circuit with said electroresponsive devicesrespectively to indicate the condition thereof.

In train stopping apparatus, means for effectingan emergency applicationof the brakes, means for effecting a service application of the brakes,an electroresponsive device controlling said first-named means.

7 an electroresponsive device controlling said second-named means,anelectric circuit including said first device, an electric circuitincluding said second device, means holding said first circuit closed,and mean for actuating said last means to open said first ircuit andclose said second-named circuit.

6. In train stoppingg apparatus, means for effecting an emergencyapplication of the brakes, means for effecting a service application ofthe brakes, an electroresponsive device controlling said first-namedmeans, an electroresponsive device controlling said second-named means,an electric circuit including said first device, an electric circuitincluding said second device, ineans holding said first circuit closed,means for actuating said last means to open said first circuit and closesaid second-named circuit, and signal lamps connected in circuit .withsaid device respectively to indicate the condition thereof.

. 7. In train stopping apparatus, means for effecting an emergencyapplication ofthe brakes, means for effecting a service application ofthe brakes, an electroresponsive device controlling said first-namedmeans,

an electroresponsive device controlling said second-named means, anelectric circuit including said first devlce, an electric clrcuitincluding said second device, means controlling both of said circuits,an electroresponsive device holding said means normally in position toclose said first circuit, a normally closed electric circuit includingsaid last device, and a controlling switch in said last circuit andoperable to open the latter.

8. In train stopping apparatus, means for including said second device,means control.)

ling both of said circuits, an electroresponrsive device holding saidmeans normallyin position to close said first circuit. a normally closedelectric circuit including" said last device, a controlling switch insaid last circuit and operable to open the latter, and

a track instrument for actuating said switch to open the latter.

9. In train stopping apparatus, means for effecting an emergencyapplication of the brakes, means for effecting a service application ofthe brakes, an electroresponsive device controlling said first-namedmeans, an electroresponsive device controlling. said second-named means,an electric circuit including said first device, an electric circuitincluding said second device, means control ling both of said circuits,an electroresponsive device holding said means normally in position toclose said first circuit,-a normally closed electric circuit includingsaid last device, a controlling switch in said last circuit and operableto open the latter, a track instrument for actuating said switch to openthe latter, and means for maintaining said last circuit closedirrespective of the opening of said switch under certaln conditions. 10,In train stopping apparatus, means for effecting an emergencyapplication of the brakes, means for efi'ecting a, service ap plicationof the brakes, an electroresponsive device, a controlling switch in saidlast circuit and operable to open the latter, a track instrumentforactuating said switch to open the latter, means for maintaining saidlast circuit closed irrespective of the opening of said switch undercertain conditions, and means for actuating said first-named means toopen said first circuit in the event of grounding of the source ofenergy .of said last-mentioned circuit.

11. In train stopping apparatus, means for effecting an emer encyapplication of the brakes, means for e ecting a service application ofthe brakes, an electroresponsive de vice controlling said first-namedmeans, an electroresponsive device controlling said second-named means,an electric circuit including said first device, an electric circuitincluding said second device, means controlling both of said circuits,an electroresponsive device holding said means normally in position toclose said first circuit, a normally closed electric circuit includingsaid last device, a controlling switch in said last circuit and operableto open the latter, a track instrument for actuating said switch to openthe latter, means for maintaining said last circuit closed irrespectiveof the opening of said switch under certain conditions, and means foropening said second-named circuit at a point remote from the closingthereof by said means controlling the circuit, of

the first-mentioned device.

12. In train stopping apparatus, means for effecting an emergencyapplication of the brakes and normally held inactive, means forefiecting a service application of the brakes and normally heldinactive, an electroresponsive device controlling said first means, anelectroresponsiv'e devlce controlling said second-named means, anormally closed circuit including said first device, a normally opencircuit including said second device, means for opening said firstcircuit and closin said second circuit under certain conditions wherebythe first device will be denergized and the second device energized, andmeans associated with each of said electroresponsive devices for cuttingthe latat/ates ter out of service and maintaining the particular brakecontrollingmeans in operated first-mentioned result, anelectro-mechanical' device normally restraining said element .fromoperation, an electro-mechanical device for restraining the operation ofsaid motor to cause said valve to effect the secondmentioned result, andmeans controlling said devices. i

14. In train stopping apparatus, a valve connected to the train line airpipe and operable to bleed the latter to bring about an emergencyapplication of the brakes, means controlled from said valve to bringabout a.

service application of the brakes, a fluid motor having an elementadapted for operating said valve to eifect the first-mentioned result,said motor further having an element adapted for operating said valve toeffect the second-mentioned result, means controlling said elements andmeans for cutting ofl communication between the main air reservoir andthe train line air pipe in'the operation of said valve, 7

15. In train stopping apparatus, a valve connected to the train line airpipe and -operable to bleed the latter to bring about an emergencyapplication of the brakes, means controlled from said valve to bringabout a service application of the brakes, a fluid motor having anelement adapted for operating said valve to effect the firstmentionedresult, said motor further having an element'adapted for operating saidvalve to effect the second-mentioned result, means controlling saidelements and speed-controlled .means for cutting off communicationbetween the main air reservoir and the train lineair pipe in theoperation of said valve.

16. In train stopping apparatus, the combination with the steam main ofa locomotive, of a valve in said main, automatic means for effectingserviceand emergency applications of the brakes, and. a loose connectionbetween said means and said valve whereby the latter will beuninfiuenced by said means in the operation thereof to service positionand operated by said means to cut ofi'the flow of steam in the operationof said means to emergen y position.

17. In train stopping apparatus, the combination with the steam main'ofa locomotive, of a valve in said main, automatic means for eflectingservice and emergency applications of the brakes, a loose connective, ofa valve in said main, automatic means for effectingservice and emergencyapplications of the brakes, a loos connection between said means andsaidvalve whereby the latter will be uninfluenced by said means in theoperation thereof to service position and operated bysaid means to cutoff the flow of steam in the operation of said means to emergencyposition, and speed controlled means for operating said valve to cutdown the flow of steam to the drive cylinders to the engineindependently of said first means in the operation of said first meansto service position.

19. In train stopping apparatus, the coinbination with the controllingelement of a motor car, of automatic means for efiectin'g service andemergency applications of the brakes, and a loose connection betweensaid means and said controlling element whereby the latter will beuninfluenced by said means in the operation thereof to service positionand operated by. said means to cut off the propelling power of the motorcar in the operation of said means to emergency position.

20.- In train stopping apparatus, the combination with the controllingelement of a motor car, of automatic means for eflecting service andemergency applications of the brakes, a looseconnection between saidmeans and said controlling element whereby the latter will beuninfluenced by said means in the operation thereof to service positionand operated by said means to cut off the propelling' power of the motorcar in the operation of said means to emergency position, and speedcontrolled means for operating said controller to out down the motivepower of the car independently of said first-named means in theoperation of said first-named means to'service position.

21. In train controlling apparatus, the

combination with the brake pipe, of a mechanism for establishingconnection between the brake pipe and the atmosphere; said mechanismincluding a valve adapted to be operated by fluid pressure, a source offluid supply for said valve, and means operative under certainconditions for establishing; connection between said source and saidvalve; said mechanism further including a speed controlled valve havingconnection withithe first-mentioned valve whereby said mechanism will berendered inoperative below a predetermined speed. 22. In traincontrolling apparatus, the combination with the brake-pipe, and thefluid supply pipe, of a valve for establishing connection betweensaidbrake pipe and supply pipe, anda mechanism for establishingconnection'between said brake pipe and the atmosphere, said mechanismincluding a valve adapted to be opened under'certain conditions of thetrackWa-y of the train, and a valve controlled by the speed of thetrain; the first-mentioned valve having means whereby it will be closedin an operative condition of said mechanism and will be opened in aninoperative condition of said mechanism. 1

23. In train. stopping apparatus, means for effecting a serviceapplication of the brakes, and an emergency application of the brakes,means acting normally to actuate said first means to emergency position,means holding said second means normally against operation and adaptedto release the same, and means adapted to check the operation of saidsecOnd na-med means upon the release 0? said holding means to hold said.first means in service position.

24. In train stopping apparatus, means for effecting a serviceapplication of the brakes, and an emergency application of ,the brakes,means acting normally to actuate said first means to emergency position,

means holding said second means normally against operation and adaptedto release the same, means adapted to check the operation of saidsecond-named means upon the release of said holding means to hold saidfirst means in service. position, and eloctroresponsive devicescontrolling said second, and last-named means respectively.

25. In train stopping apparatus, means for effecting a serviceapplication of the brakes, and anemergency application of the brakes,means acting normally to actuate sa1d first means to emergency position,means holding said second means normally against operation and adaptedto release the same, means adapted to check the operation of saidsecond-named means upon the release of said holding means to hold saidfirst means in service posltion, electroresponsive devices controllmgsaid second and is traveling above a predetermined speed to tit) tion,a. fluid motor holding said first motor normally againstoperation andadapted to release the same, and a fluid motor adapted to check theoperation of said first motor 'upon the releaseof the same by saidholding a fluid motor holdingsaid first motor normally against operationand adapted to release the. same, a fluid motor adapted to check theoperation of said first motor upon the release of the same by saidholding motor to hold said first-named means in service position, valvescontrolling said second andlast-named motors respectively, andelectroresponsive devices controlling said Valves.

28. In train stopping apparatus, the combination with the brake pipe,means for e s tablishing communication between said pipe andtheatmosphere, a speed controlled valve controlling communicationbetween said means and plpe and operable when the train establishcommunication between said pipe and means, and means controllingcommunication between said brake pipe and said speed controlled valveand operable to open position under conditions other than speed wherebythe pressure in the brake pipe may be reduced when said first means isopen;

29. In train controlling apparatus, the combination with the brake pipeand supply pipe of a valve connected to said pipes and normally operableto charge said brake pipe, a second valve connected to said brake pipe,means operable under certain conditions to actuate said second valve toproduce an emergency application of the brakes, means operable underother conditions to actuate said second valve to produce a serviceapplication of the brakes, and means connected to said second valvewhereby when one of said applications of the brakes is produced thefirst mentioned valve will be rendered inoperable to charge the brakepipe.

30. In train controlling apparatus, the combination with the brake pipeand supply inmate pipe of a valve connected to said pipes and normallyoperable to charge sald brake p pe, a second valve connected to saidbrake plpe,

means operable under certain conditions to actuate said second valve toproduce an emergency application of the brakes, means operable underother conditions to actuate said second valve to produce a serviceapplication of the brakes, means connected to said second valve wherebywhen one of said applications of the brakes is produced the firstmentioned valve will be rendered inoperable to charge the brake pipe,andspeed-controlled means governing the operation of said second valveto produce a service application of the brakes.

last mentioned means to prevent operation of said mechanism.

32. In train stopping apparatus, means adapted for eflectinga serviceapplication of the brakes in one position and adapted for effecting anemergency application of the brakes in another position andmeans tendingnormally to actuate said first means to emergency position; meansholding said sec- 0nd means normally against operation and adapted torelease the same, and means adapted to check the operation of saidsecond-named means upon the release of said holding means to hold saidfirstmneansiin service position; said first-mentioned means including adevice adapted to be controlled by the speed of the train to render saidfirstmentioned means inoperative at certain speeds. 1

In testimony whereof I afiix my signature in presence of two Witnesses.

DANIEL HERBERT SCHWEI/ER. Witnesses:

CHAS. B. BRUNNER, A. E. Cans.

